Description

TAKING OFF AND LANDING AIRPLANE USING VARIABLE

ROTARY WINGS

Technical Field

[1] This invention is regarding a VTOL aircraft using variable rotary wings that would take off vertically by generating lift using the rotary wings; fly forward at high speeds with the thrust generated using jet engines while adjusting the angles between each of the rotary wings to make them into a form of fixed wings that can efficiently generate lift; and fly at low speeds by turning the rotary wings 90°anteriorly thereby transforming it into a fixed propeller-type aircraft. Background Art

[2] Not only in Korea, where a great deal of the area is composed of mountains which poses a lot of trouble in constructing airfields, but also many other countries have insufficient numbers of airfields and the existing airfields are located far away from residential areas due to the great amounts of noise generated by airplanes, so not only have there been a lot of difficulties for small-to-medium sized groups or individuals in attempting to depart from places in the vicinity of their houses or work places and directly move to the desired destinations using airplanes without wasting precious time and energy; or for people in attempting to go into dangerous areas; or for military corps in attempting to move fast to locations for operations and vertically take off or land in order to execute operations, but also there have been a lot of problems involving accidents and the loss of human lives created by the existing VTOL airplanes due to their lack of safety caused by the unstability of the air current created when their rotary wings have been turned 90°anteriorly. Also, since the maximum speed of a normal VTOL is limited to 500-600 km/h under current technologies, many difficulties and problems are occurring when there is a necessity for higher speeds. Disclosure of Invention

Technical Problem

[3] The purpose of this invention is to enable a VTOL aircraft to safely change the form of its rotary wings while flying at high speeds in order to eliminate the danger that occurs when they attempt to transform from a VTOL aircraft into a fixed propeller wing-type aircraft for flying by turning their rotary wings 90°anteriorly due to the danger caused by the instability of the air current generated around the propellers or to relieve the inconvenience of them being unavoidably slower than aircraft that use jet engines since their maximum speed is limited to 500~600km/h under current technologies.

Technical Solution

[4] In order to achieve the above mentioned purpose, this invention is comprised of rotary wings with built-in drive motors that enable the body of the wings and the flying body of the VTOL aircraft to generate lift when vertically taking-off/landing and to efficiently generate lift when flying at high speeds by transforming the aircraft into a fixed propeller-type aircraft; in addition to the installation of a jet engine that will generate thrust when flying at high speeds.

Advantageous Effects

[5] As mentioned above, the VTOL aircraft using the variable rotary wings made according to this invention will be able to generate lift in the form of rotary winged aircraft in order to vertically take off from roads, buildings, parking lots, ship decks, etc, and move forward in the same form as helicopters; and, when it is necessary to fly at high speeds, to do so safely and efficiently by generating thrust with jet engines while making the rotary wings into fixed wings by adjusting the distance between the wings while controling the built-in driving gears with a controller; and to efficiently and safely fly even at low speeds when flying with jet engines by turning the rotary wings 90°and transforming it into a fixed propeller-wing type aircraft. Brief Description of Drawings

[6] Figure 1 is a diagonal view of a VTOL airplane using the variable rotary wings of this invention when vertically taking off/landing,

[7] Figure 2 is a diagonal view of the variable rotary wings of this invention illustrated with its major parts removed,

[8] Figure 3 is a flat view of the variable rotary wings of this invention illustrated with its major parts removed,

[9] Figure 4 is a flat view of the variable rotary wings of this invention illustrated with its major parts removed when angles between the wings have been adjusted into a form of fixed wings,

[10] Figure 5 is a diagonal view of a VTOL airplane using the variable rotary wings of this invention when flying at a high speed using jet engines,

[11] Figure 6 is a diagonal view of a VTOL airplane using the variable rotary wings of this invention when it is in the form of fixed propeller wing airplanes flying with the thrust generated by the rotary wings turned by 90°anteriorly,

[12] Figure 7 is a diagonal view of a VTOL airplane using the variable rotary wings of this invention when it is vertically landing. Best Mode for Carrying out the Invention

[13] As illustrated in the figures, the entire composition of this invention is comprised of a flying body (100), the flying wings (101) mounted unmovably on the sides of the body

(100), the rotary wings (102) which are rotated by the rotary wing engines (103) mounted on the sides of the above mentioned flying wings (101) and the rotary wing angle adjusting means (104) mounted on the center of the rotary wings (102).

[14] The abovementioned propeller angle adjusting means (104) has a driving shaft (108) on the inside that can adjust the retreating angles of the rotary wings (102)to enable the aircraft to fly with efficiently balanced drag and lift when adjusting the angles between each of the rotary wings (102), receivers and controllers (111) in the drive-shafts (108) that receive signals from the operating seat to control the drive-shafts (108) and servo motors (109) built in them that are controlled by the receivers and controllers (111) to generate rotating motive power to drive the pinions (110) and the adjusting means are configured to control and drive the servo motors (109) with the receivers and controllers (111) to drive the pinions (110) mounted on the top end of the shafts (108) so that the pinions (110) fixed to the gear drive-shafts (108) by pins (Pl) are engaged with the gears (112) which are connected to the rotary wings (102) through the vertically moving shafts (114) which are fixed to the gear drive-shafts (108) by pins (P2) so that they can adjust the distances between individual wings.

[15] The VTOL aircraft (100) takes off by rotating the rotary wings (102) thereby generating lift, and when moving forward, is uses the receivers and controllers that receive signals from the operating seat to control the servo motors mounted on the pinions to drive the pinions so that the pinions fixed to the gear drive-shafts with pins are engaged with the gears to transmit the motive power causing the gears to connect the rotary wing drive-shafts (105) to the vertically moving shafts using pins in order to send signals from the operating seat to turn the rotary wing drive-shafts (105) anteriorly toward the front side of the VTOL aircraft (100) so that it can fly forward by rotating the rotary wings.

[16] Also, when the VTOL aircraft (100) needs to fly at high speeds, it can accelerate by operating the Wing-Mounted Pad jet engines (106) that are mounted beneath the main wings to reduce noises delivered to the operating seat or riders and to enable easy maintenance, and at low speeds, the wings of each of the rotary wings (102) are turned using the rotary wing angle adjusting means (104) so that the angles of retreating wings become close to 0 when the speed is below critical mach so that the lift of the wings on each side is balanced while flying. When the speed needs to go above critical mach, the angles of retreating wings will adjusted in a manner to prevent a rapid increase of the entire drag due to the increased wave-making drag created by the impact waves occurring when the speed reaches at Mach 1 while controlling the wings to generate the optimum lift and transforming them into the form of fixed wings (107) to enable high-speed flight.

[17] Also, if an efficient flying is desired even at low speeds, tilting driving units may be

arranged inside the flying body (100) to tilt the rotary wing drive-shafts (105) thus the rotary wing drive- shafts (105) will turn 90 toward the front side of the flying wings

(101) and each of the fixed wings (107) will transform into the form of rotary wings

(102) in order to generate enough thrust to fly forward efficiently while rotating the rotary wings (102) to generate thrust for flying and the jet engines (106) are not to be used inefficiently at low speeds. Also, the tilting driving units will have receivers and controllers that receive signals from the operating seat to control the built in servos to drive the pinions mounted on the top end so that the pinions fixed to the gear drive- shafts with pins are engaged with the gears to transmit the motive power causing the gears that are connected to the rotary wing drive-shafts (105) with the vertically moving shafts which are connected to the rotary wing drive-shafts (105) using pins so that the rotary wing drive- shafts (105) can receive the motive power to turn 90 anteriorly.

Mode for the Invention [18] When high-speed flight is desired, the location of jet engines on the nose has advantages in that clean airflow is provided without being affected by the body, but has disadvantages in that the intake vent located on the nose requires a very long internal duct that causes frictional losses, increases the weight, and takes up a great portion of the body space. The location of the jet engines on the chin has advantages in that the length of the internal duct can be shorter compared to the location on the nose and air inhalation can be smooth with the high receiving angle but it poses a problem in securing the location to install the Nose Landing Gear. Generally, the nose landing gear is installed right after the intake vent to hold the nose landing gear in the cowl of the intake vent. The side-mounted intake vents commonly found in dual-engine airplanes provide short duct lengths and relatively clean air flows but the problem of the swirling air flows separated from the fore-body flowing into the duct at a high receiving angle should be solved. The problem of swirling air flows flowing into the duct as such is especially serious when the fore-body is square. Some single-engine airplanes also use side-mounted intake vents, and in such cases, there should be two separated ducts laid up to the front of the engines to avoid the problem of pressure instability. The armpit intake vents installed at the locations where the body and the high wings are joined together can make the length of the internal ducts very short but there is a very high risk that the intake vents will sink into the thick boundary layer formed in the interface between the fore-body and the wings and it must be recognized that the flows will be greatly distorted at the high receiving angle and the side sliding angle. Over- fuselage intake vents are in the form opposite to that of chin intake vents and they have the advantage that they have very short duct lengths without the problem of

the nose landing gear installation but have the disadvantage that their air inhaling performances are deteriorated at high receiving angles. Those intake vents located on the tail wings may produce the effect to separate the flow of the body and to reduce drag but they require special forms of ducts and they are subject to the potential that the boundary layer may flow into them. Those intake vents installed in the front side of wings do not require separate cowls thus the wetted area of the entire airplane may be reduced but they have the disadvantage that they will changes the flows passing the wings and will increase the weight of wings. Over- wing pad engines can reduce the height of landing gear and reduce noise on the ground but they have the disadvantage that they make service difficult. Installing pad engines on the rear-body may eliminate the interference of the air flows passing the wings and reduce the height of landing gears but the disadvantage is that it increase the amount of noise delivered to the riders sitting in the rear of the airplane. Also, since the weight center moves toward the rear, the overall position of the body should move forward relative to wings. This will in turn reduce the distance between the manipulated plane and the weight center (Moment Arm), ultimately requiring increased areas for the horizontal and vertical tail wings.

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